JP5422404B2 - Method for arranging tires in automobiles - Google Patents

Description

  The present invention relates to a tire arrangement method for selecting and arranging a tire to be attached to each wheel attachment portion of an automobile body from four tires.

  The straightness during traveling in an automobile is affected by the tire attached to the wheel mounting portion of the vehicle body. And the tire attached to each wheel attachment part has the individual difference which cannot be avoided structurally even if it is the same kind of tire, and the behavior at the time of attaching to a vehicle body for every individual tire is different. . For this reason, if the balance of the tires attached to the left and right wheel mounting portions is lost, the straight traveling performance of the vehicle body is impeded, and for example, when traveling a predetermined distance when the hand is released from the steering wheel, A lateral flow is generated that is displaced to one side with respect to the line.

  Conventionally, when attaching a tire to each wheel mounting portion of an automobile body, the characteristics of the transverse flow of each tire are grasped based on the residual cornering force, and the resultant force of the residual cornering force between the tires attached to the left and right is reduced. A method of arranging them is proposed (see Patent Document 1).

JP 2005-49113 A

  However, the straight running performance when traveling in an automobile is not only the property of the tire attached to the wheel mounting portion, but also each wheel mounting portion resulting from the assembled state at the time of manufacture of each wheel mounting portion provided on the vehicle body It is also influenced by the posture angle (for example, camber angle etc.) and the road surface cant (the inclination of the road surface for obtaining drainage on the road).

  For this reason, just placing the tires so that the resultant cornering force between the tires attached to the left and right is reduced, the running condition is improved by being affected by the difference in the attitude angle of the left and right wheel mounting parts and the road surface cant. It cannot be stabilized.

  In view of the above points, an object of the present invention is to provide a tire arrangement method that can improve the running stability of an automobile.

  The present invention is a tire arrangement method for selecting and arranging tires to be attached to each wheel attachment portion of an automobile body from four tires, and based on the posture angles of the left and right wheel attachment portions to which the tire on the front wheel side is not attached. Then, based on the front wheel side wheel lateral force calculation step for calculating the wheel lateral force in the both wheel mounting portions and the resultant force of both wheel side force calculated by the front wheel side wheel lateral force calculation step, the wheel is attached to the front wheel 2. Using the RCF target value setting step for setting the target value of the resultant force of the residual cornering force (RCF) of the two tires, and the residual cornering force in each of the forward and reverse rotational directions measured in advance for each of the four tires, A target in which the resultant force of the remaining cornering force when any two of the two tires are combined is set by the RCF target value setting step. Closest value to selected two tire becomes (including equal to the target value value), the characterized in that it comprises a front wheel tire arrangement step of arranging the respective wheel mount on the front wheel side.

  In the present invention, first, in the front wheel side wheel lateral force calculation step, the wheel lateral force is calculated based on the attitude angle of each wheel mounting portion where the front wheel side tire is not mounted. Specifically, for example, a camber angle is used as the posture angle. The camber angle of the wheel attachment portion is the inclination angle of the tire with respect to the vertical axis when the tire is attached to the wheel attachment portion. The inclination angle of the tire reflects the inclination angle of the wheel attachment portion. A tire tilted by the camber angle of the wheel mounting portion generates a lateral force in the tilted direction of the tire. From this, based on the camber angles of the left and right wheel mounting portions on the front wheel side, it is possible to calculate the wheel lateral force assuming a case where tires having a residual cornering force of 0 are mounted on both wheel mounting portions.

  The residual cornering force is a cornering force of the tire at a slip angle at which the self-aligning torque is zero when the camber angle is zero. The self-aligning torque is a moment generated around an axis passing through the center of the tire perpendicular to the road surface when a slip angle is given to the rolling tire, and the cornering force is the traveling direction of the rolling tire. Is a force (that is, a lateral force corresponding to the slip angle) generated in a direction perpendicular to the center of the tire. The residual cornering force is correlated to the tire lateral flow.

  Next, in the RCF target value setting step, a target value of the resultant force of the remaining cornering forces of the two tires attached to the front wheels is set. This target value is a value based on the resultant force of both wheel lateral forces calculated by the front wheel side wheel lateral force calculating step, and more preferably, taking into account the lateral flow of the vehicle body due to the influence of the traveling environment of the vehicle such as a road surface cant. Value. That is, assuming that tires with a residual cornering force of 0 are attached to the left and right wheel mounting parts on the front wheel side, the behavior of the vehicle body in the running state is determined by the influence of the resultant wheel lateral force of each wheel mounting part as well as the road surface. Cant be affected. Therefore, in the RCF target value setting step, the resultant value of the remaining cornering forces of the two tires that cancels the influence of the resultant force of the wheel lateral force of each wheel mounting portion and the influence of the road surface cant is set as the target value. Since the influence of the road surface cant on the vehicle body differs between the right-side driving area and the left-side driving area, the target value is set according to the driving area of the car.

  Subsequently, in the front wheel side tire arrangement step, two tires to be attached to the left and right wheel attachment portions on the front wheel side among the four tires are selected and arranged in each wheel attachment portion. That is, among the four tires, two tires are considered as one set, and 12 combinations are made when the tires are attached to the left and right wheel mounting portions on the front wheel side, and the total value (the resultant force) of the remaining cornering forces of the 12 sets of both tires. )

  For each of the four tires, a forward rotation residual cornering force and a reverse rotation residual cornering force are measured in advance. The rotation direction of the tire is reversed between when the tire is attached to the right wheel attachment portion and when the tire is attached to the left wheel attachment portion. Therefore, for example, when a tire is mounted on the right wheel mounting portion, the residual cornering force when the tire rotates forward is used, and when the tire is mounted on the left wheel mounting portion, the tire rotates in the reverse direction. The residual cornering force is used.

  Next, one set (two tires) in which the resultant force of the residual cornering force is the closest to the target value set in the RCF target value setting step is selected from 12 combinations. Then, the two selected tires are arranged on each wheel mounting portion on the front wheel side.

  As a result, tires that can most effectively suppress the influence of the attitude angle of each wheel mounting portion and the influence of the driving environment on the front wheel side of the vehicle body can be attached to the left and right wheel mounting portions on the front wheel side, thereby improving the running stability of the vehicle body. be able to.

  Further, in the present invention, based on the attitude angles of the left and right wheel mounting portions on which the tire on the rear wheel side is not mounted, a rear wheel side wheel lateral force calculation step for calculating wheel lateral forces in both wheel mounting portions, The resultant force of both wheels lateral force calculated by the front wheel side wheel lateral force calculating step, the resultant force of the lateral force deviation (LDF) measured in advance of the two tires arranged on the front wheel side by the front wheel side tire arranging step, and An LDF target value setting step of setting a target value of the resultant force of the lateral force deviation of the two tires attached to the rear wheel, based on the resultant force of the both wheels lateral force calculated by the rear wheel side wheel lateral force calculating step; Lateral force deviation in each forward and reverse rotation direction measured in advance for each of the two tires excluding the tire selected in the front wheel side tire placement step The resultant force of the lateral force deviation in a combination in which the rotation directions of the two tires are different is the value closest to the target value set by the LDF target value setting step (including a value equal to the target value). In this way, the method includes a rear wheel side tire arrangement step of arranging two tires on each wheel mounting portion on the rear wheel side.

  The rear wheel side wheel lateral force calculation step is performed in the same manner as the front wheel side wheel lateral force calculation step. Further, the rear wheel side wheel lateral force calculating step can be performed simultaneously with the front wheel side wheel lateral force calculating step.

  In the LDF target value setting step, a target value of the resultant force of the lateral force deviation of the two tires attached to the rear wheel side is set. The lateral force deviation is an average value of fluctuations in the force generated in the tire rotation axis direction (that is, the lateral force during straight running rolling) when both the slip angle and the camber angle are zero. Lateral force deviations include conicity, which represents lateral force that always occurs in a fixed direction regardless of the direction of tire rotation, and price tear, which represents lateral force that changes direction depending on the tire rotation direction. It may be used. Each of the four tires has a pre-measured lateral force deviation for each of the tires, and the corresponding lateral force deviation when mounted on the right wheel mounting portion and when mounted on the left wheel mounting portion. Is used.

  The target value set in the LDF target value setting step takes into account the turning moment generated around the center of gravity of the vehicle body due to the difference in lateral force between the front wheel side and the rear wheel side of the vehicle body. That is, the front wheel of the vehicle body is obtained by the action of the resultant force of the both wheels lateral force calculated in the front wheel side wheel lateral force calculating step and the resultant force of the lateral force deviation of the two tires arranged on the front wheel side in the front wheel side tire arranging step. When lateral force is generated on the side, a turning moment is generated around the center of gravity of the vehicle body according to the lateral force generated on the rear wheel side of the vehicle body.

  From the relationship between the resultant force of both wheels lateral force calculated in the rear wheel side wheel lateral force calculation step and the turning moment generated around the center of gravity of the vehicle body, it should be attached to the left and right wheel mounting portions on the rear wheel side of the vehicle body. The resultant force of the lateral force deviation of the two tires is set as the target value.

  The rear wheel side tire arrangement step is performed after the front wheel side tire arrangement step, so that the rear wheel side tire arrangement step is performed on the remaining two tires excluding the two tires already arranged on the front side, and is efficient. In the rear wheel side tire placement step, first, two tires are combined in the case of being attached to the left and right wheel mounting portions on the rear wheel side, and the total value of the lateral force deviation of the tires by each combination is made. Find the resultant force. Next, a combination of two tires in which the resultant force of the lateral force deviation has a value closest to the target value set in the LDF target value setting step is selected and arranged on each wheel mounting portion on the rear wheel side.

  The turning moment described above affects the spoke angle deviation of the steering wheel (a phenomenon that the vehicle body turns even when the steering wheel is not turned). In the present invention, the resultant force of the lateral force deviation of the two rear wheel tires as the target value is considered in consideration of the turning moment generated around the center of gravity of the vehicle body. Two tires can be arranged on the left and right wheel mounting portions on the front wheel side so as to suppress, and the running stability of the vehicle body can be further improved.

The block diagram explaining the arrangement | positioning method of the tire by embodiment of this invention. Explanatory drawing which shows schematic structure of the alignment measuring apparatus of the vehicle body employ | adopted in this embodiment. Explanatory drawing which shows the measurement of the camber angle of a wheel attaching part. Explanatory drawing which shows typically the arrangement | positioning method of the tire in this embodiment. Explanatory drawing which shows typically the tire measuring apparatus employ | adopted in this embodiment. Explanatory drawing of the force and moment of each direction which act on a tire.

  An embodiment of the present invention will be described with reference to the drawings. As shown in the schematic flow in FIG. 1, the tire arrangement method in the present embodiment performs measurement on the wheel mounting portion of the vehicle body and measurement on the four tires, and then determines the tire to be mounted on each wheel mounting portion. It is selected and arranged.

  As shown in FIG. 1, in the present embodiment, first, the camber angle which is one of the posture angles of the four wheel mounting portions on the left and right of the front wheel and the left and right of the rear wheel provided in the vehicle body in STEP1. Measure.

  The measurement of the camber angle of each wheel attachment portion is performed in a state where no tire is attached to each wheel attachment portion, and for example, a device for measuring the camber angle described in Japanese Patent No. 4128920 can be used.

  This apparatus will be briefly described. In FIG. 2, reference numeral 1 denotes a hanger that supports the vehicle body 2 and conveys the vehicle body 2 along an assembly line (not shown). A camber angle measuring device 3 is provided below the conveyance path of the vehicle body 2 by the hanger 1. The vehicle body 2 conveyed to a position immediately above the camber angle measuring device 3 is assembled with a steering device and a suspension device 4 (not shown) in the assembly line, and the steering position of the steering device is adjusted to the neutral position. Further, the wheel mounting portion 5 provided on the vehicle body 2 via the suspension device 4 is not attached with tires yet, and is in a state where it hangs freely up and down by the suspension support of the vehicle body 2 by the hanger 1.

  As shown in FIG. 1, the camber angle measuring device 3 includes a wheel attachment portion raising means 6 for raising the wheel attachment portion 5, a first measurement means 7 for measuring the height position of the wheel attachment portion 5, and the wheel. And a second measuring means 8 for measuring the camber angle of the mounting portion 5.

  The wheel mounting portion raising means 6 is provided at four locations corresponding to each wheel mounting portion 5 of the vehicle body 2 (only the front wheel side is shown in FIG. 2 and the rear wheel side is not shown). A contact member 9 that comes into contact with the portion 5 from below, a liftable lift plate 10 that integrally supports the contact member 9, and a wheel mounting portion that is in contact with the contact member 9 via the lift plate 10 And a first cylinder 11 for raising 5. The first table 12 on which the first cylinder 11 is provided is provided so as to be movable up and down along a guide rail 14 provided on a support column 13 that is vertically provided. A second table 15 that can be raised and lowered along the guide rail 14 is provided at a position below the first table 12, and a second cylinder 16 that raises and lowers the first table 12 is provided on the second table 15. . Further, the second table 15 is moved up and down by a third cylinder 18 provided in a bracket 17 below the support column 13.

  The second table 15 is provided with a vehicle body posture detection means 19 formed in a rod shape. The vehicle body posture detecting means 19 is provided with a sensor 20 at its tip that detects that the second table 15 has been lifted to contact the base end of the suspension device 4 at the bottom of the vehicle body 2. When the sensor 20 detects that the bottom of the vehicle body 2 is in contact with the base end of the suspension device 4, the operation of the third cylinder 18 is stopped and the position of the second table 15 is maintained. The vehicle body posture detection means 19 is provided at four locations corresponding to the wheel mounting portions 5 of the vehicle body 2, and when the rising by the second table 15 is stopped by the detection of the sensor 20, the vehicle body posture detection means for each pair of left and right bodies. The inclination of the vehicle body on the hanger 1 in the vehicle width direction is detected from the difference in position 19 (specifically, for example, the difference in extension dimension of the third cylinder 18).

  The first measuring means 7 is a laser sensor provided on the first table 12 and measures the axial center position of the wheel mounting portion 5 by measuring the rising distance of the lifting plate 10. Further, as shown in FIG. 3, the second measuring means 8 includes three laser sensors (a first sensor 21, a second sensor 22, and a third sensor 23), and together with the first table 12, the first cylinder 11 is raised and lowered. The first sensor 21, the second sensor 22, and the third sensor 23 are opposed to the three points e, f, and g of the wheel mounting portion 5, respectively. The first sensor 21 is a distance E to the point e of the wheel mounting part 5, the second sensor 22 is a distance F to the point f of the wheel mounting part 5, and the third sensor 23 is a point to the point g of the wheel mounting part 5. Each distance G is measured. The vertical displacement between point e and the center point between points f and g is measured from the difference in distance measured by first sensor 15, second sensor 16, and third sensor 17, and the camber angle is calculated from this displacement. Is detected.

  And while raising the wheel attachment part 5 by the wheel attachment part raising means 6, the position measurement of the wheel attachment part 5 by the first measurement means 7 and the measurement of the camber angle by the second measurement means 8 are performed. The camber angle is corrected by a computing means such as a computer (not shown) based on the inclination of the vehicle body in the vehicle width direction measured by the vehicle body posture detecting means 19, and the camber angle corresponding to the position of the wheel mounting portion 5 in the completed vehicle state. Is calculated.

  Next, as shown in FIG. 1 and FIG. 4 (a), the wheel lateral force on the front wheel side of the vehicle body is calculated by the calculation means in STEP 2 (front wheel side wheel lateral force calculating step). The wheel lateral force on the front wheel side of the vehicle body can be calculated based on the camber angles of the left and right wheel mounting portions 5 on the front wheel side. That is, assuming that a tire with a residual cornering force (hereinafter referred to as RCF) of 0 is attached to the wheel attachment portion 5, a lateral force is generated in the tire in a direction in which the tire is inclined due to the camber angle of the wheel attachment portion 5. . From this, each lateral force accompanying the camber angle of the left and right wheel mounting portions 5 on the front wheel side is calculated as the wheel lateral force.

  Subsequently, in STEP 3, a target value (hereinafter referred to as RCF target value) of the resultant force of RCF of the two tires to be attached to the front wheel side is set (RCF target value setting step). The RCF target value is calculated by the calculation means based on the resultant force of the left and right wheel lateral forces on the front wheel side and the behavior (lateral force) of the vehicle body due to the influence of the road surface cant. Therefore, the RCF target value is the resultant force of the RCFs of the two tires that are most effective in canceling out the influence of the wheel lateral force by the left and right wheel mounting portions 5 on the front wheel side and the influence of the road surface cant.

  On the other hand, in STEP 4, the air pressure is measured for four tires, and then in STEP 5, the RCF and lateral force deviation (hereinafter referred to as LFD) are measured for both forward rotation and reverse rotation for each tire.

  The RCF and LFD of each tire are measured using, for example, the apparatus shown in FIG. As shown in FIG. 5, the apparatus includes a flat movable table 26, a tire support shaft 25 that rotatably supports the tire W, a lifting frame 26 that lifts and lowers the tire W via the tire support shaft 25, And a moving frame 27 for moving the tire W via the lifting frame 26.

  The movable table 26 is slidably supported by a plurality of rails 28 and is moved in the horizontal direction along the rails 28 by appropriate driving means such as a motor (not shown).

  The tire support shaft 25 includes a 6-component force sensor 29 and is provided on the lifting frame 26.

  The elevating frame 26 is moved up and down by appropriate driving means such as a motor (not shown), and in the lowered state, a predetermined load is applied to the tire W supported by the tire support shaft 25 to place the tire W on the upper surface of the movable table 26. Press contact.

  The moving frame 27 is slidably supported by a rail 30 that extends horizontally perpendicular to the moving direction of the movable table 26, and is moved along the rail 30 by appropriate driving means such as a motor (not shown). Based on the detection data output from the 6-component force sensor 29, the calculation means calculates a desired measurement value.

  As shown in FIG. 6, the 6-component force sensor 29 includes three forces (Fx, Fy, Fz) acting on the tire W in three axial directions and three moments (Mx, My, Mz) around each axis. A sensor that outputs six component forces as detection data is used.

  Then, as shown in FIG. 5, the tire W to be measured is attached to the tire support shaft 25, and the tire W is pressed onto the movable table 26 with a predetermined load (usually a load equivalent to the vehicle body weight). In this state, the moving frame 27 is moved along the rail 30 at a predetermined speed.

  As a result, the tire W rolls on the movable table 26, and during this time, measurement is performed by the 6-component force sensor 29.

  That is, the movable frame 27 is moved, and the movable table 26 is moved in a direction orthogonal to the rolling direction of the tire W while the tire W is rolling. As a result, in a state similar to the case where the slip angle is given to the tire W, the moment Mz (see FIG. 6) generated around the vertical axis passing through the center of the tire W perpendicular to the road surface is used as the self-aligning torque. While measuring, force Fy which generate | occur | produces in the direction orthogonal to the advancing direction of the tire W is measured as a cornering force. Thereafter, the calculating means calculates the cornering force Fy (see FIG. 6) when the self-aligning torque Mz is 0 as RCF. At this time, by reciprocating the moving frame 27, an RCF when the tire W is rotating forward and an RCF when the tire W is rotating backward are obtained.

  Further, the moving frame 27 is moved, and the average value of fluctuations in the force Fy (lateral force during straight rolling) generated in the rotation axis direction when the slip angle of the tire W is 0 is measured as LFD. At this time, by moving the moving frame 27 back and forth, an LFD when the tire W is rotating forward and an LFD when the tire W is rotating backward are obtained.

  In addition, about the measurement of RCF and LFD of the tire W, you may use apparatuses other than the above-mentioned apparatus. Further, when the RCF value and LFD value of the tire W are known in advance (for example, when accurate RCF and LFD are already measured at the time of manufacturing the tire, etc.), the RCF value and LFD value Since values can be used, the step of measuring RCF and LFD in STEP 5 may be omitted.

  Next, as shown in FIG. 1, in STEP 6, two of the four tires are set as one set, and 12 combinations are formed when the tires are attached to the left and right wheel mounting portions 5 on the front wheel side. The total value (the resultant force) of RCF is calculated for every 12 sets of tires.

  As shown in FIG. 1 and FIG. 4B, in STEP 7, one set (2) in which the total RCF value is the closest to the RCF target value set in STEP 3 among the 12 tire combinations. Two tires). Thereby, the tire arrange | positioned at the wheel attachment part 5 on either side of the front wheel side is determined (front wheel side tire arrangement | positioning process).

  Further, as shown in FIG. 1, the wheel lateral force on the rear wheel side of the vehicle body is calculated by the calculating means in STEP 8 (rear wheel side wheel lateral force calculating step). The wheel lateral force on the rear wheel side of the vehicle body is also calculated based on the camber angles of the left and right wheel mounting portions on the rear wheel side in the same manner as the wheel lateral force on the front wheel side described above.

  Subsequently, in STEP 9, a target value (hereinafter referred to as an LDF target value) of LDF resultant force of the two tires W to be attached to the rear wheel side is set (LDF target value setting step). The LDF target value is obtained in consideration of the turning moment generated around the center of gravity of the vehicle body. That is, as shown in FIG. 4C, when a tire is attached to the front wheel side wheel mounting portion 5, the wheel lateral force accompanying the camber angle of the front wheel side wheel mounting portion 5 and the front wheel side wheel mounting portion 5 are reduced. A lateral force (front vehicle lateral force) is generated on the front wheel side of the vehicle body due to the influence of the LDF of the attached tire. At this time, similarly, when the tire is attached to the wheel attachment portion on the rear wheel side, the wheel lateral force accompanying the camber angle of the wheel attachment portion on the rear wheel side and the LDF of the tire attached to the wheel attachment portion on the rear wheel side. As a result, lateral force (rear vehicle lateral force) is generated on the rear wheel side of the vehicle body. Then, the magnitude of the turning moment generated around the center of gravity of the vehicle body is calculated by obtaining the front vehicle body lateral force and the rear vehicle body lateral force. And since the tire to be arranged on the front wheel side has already been selected in the front wheel side tire arrangement step, and the wheel lateral force accompanying the camber angle of the wheel mounting portion on the rear wheel side is calculated, the wheel on the rear wheel side is calculated. The rear body lateral force can be manipulated by the LDF of the tire to be attached to the attachment portion. Therefore, the LDF target value is the resultant force of the LDFs of the two tires that are necessary to make the turning moment around the center of gravity of the vehicle body a desired magnitude.

  Further, as shown in FIG. 1, in STEP 10, the two tires that have passed through STEP 7 are used in two different combinations, and the total value of LFD is calculated for each of the two combined tires by the calculation means. Calculate the resultant force.

  In STEP 11, one of the two combinations of tires is selected from which the LFD resultant force is closest to the LDF target value set in STEP 9. Thereby, arrangement | positioning of the two tires in the left and right wheel attachment parts on the rear wheel side is determined (rear wheel side tire arrangement step).

  As described above, since the rear wheel side tire is selected after the front wheel side tire is selected, the four tires can be arranged on the wheel mounting portions very efficiently. Moreover, the arrangement of the four tires on each wheel mounting portion is as follows: wheel lateral force on the front wheel side of the vehicle body, driving environment (road surface cant), wheel lateral force on the rear wheel side of the vehicle body, turning moment about the center of gravity of the vehicle body, each tire Since all the influences of the RCF and LDF are taken into consideration, the running stability of the vehicle body can be reliably improved.

  2 ... Auto body, 5 ... Wheel mounting portion, W ... Tire.

Claims (2)

A tire placement method for selecting and placing a tire to be attached to each wheel mounting portion of an automobile body from four tires,
Front wheel side wheel lateral force calculation step of calculating the wheel lateral force in both wheel mounting parts based on the posture angle of the left and right wheel mounting parts on which the tire on the front wheel side is not mounted;
An RCF target value setting step of setting a target value of a resultant cornering force of two tires attached to the front wheel based on a resultant force of both wheel lateral forces calculated by the front wheel side wheel lateral force calculating step;
Using the residual cornering force in each forward and reverse rotational direction measured in advance for each of the four tires, the resultant force of the residual cornering force when any two of the four tires are combined is the RCF target value. The arrangement of tires in an automobile, comprising: a front wheel side tire arrangement step of selecting two tires having values closest to the target value set in the setting step and arranging the two tires on each wheel mounting portion on the front wheel side Method. A rear wheel side wheel lateral force calculating step for calculating wheel lateral force in both wheel mounting parts based on the posture angles of the left and right wheel mounting parts on which the tire on the rear wheel side is not mounted;
The resultant force of both wheels lateral force calculated by the front wheel side wheel lateral force calculating step, the resultant force of the lateral force deviation measured in advance of the two tires arranged on the front wheel side by the front wheel side tire arranging step, and the rear An LDF target value setting step of setting a target value of the resultant force of the lateral force deviation of the two tires attached to the rear wheel, based on the resultant force of both wheel lateral forces calculated by the wheel side wheel lateral force calculating step;
Lateral force deviations in a combination of different rotation directions of the two tires using the lateral force deviations in the forward and reverse rotation directions measured in advance for each of the two tires excluding the tire selected in the front wheel side tire arrangement step. A rear wheel side tire arrangement step of arranging two tires at each wheel mounting portion on the rear wheel side so that the resultant force becomes a value closest to the target value set by the LDF target value setting step. The method for arranging tires in an automobile according to claim 1.

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